Series hybrid architecture for an unmanned underwater vehicle propulsion system

ABSTRACT

A propulsion system for an unmanned underwater vehicle includes a turbine engine, a generator mechanically coupled to an output shaft of the turbine engine, an electrical motor mechanically decoupled from the turbine engine and electrically coupled to the generator via a power bus architecture, and a propulsor mechanically coupled to a rotational output of the electrical motor. The power bus architecture includes a pair of AC buses and a DC bus.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a Continuation of U.S. patent application Ser. No.15/631,229 filed on Jun. 23, 2017.

TECHNICAL FIELD

The present disclosure relates generally to propulsion systems forunmanned underwater vehicles, and more specifically to a series hybridarchitecture for the same.

BACKGROUND

Unmanned underwater vehicles, such as torpedoes, can be deployed fromsubmarines, aircraft, ships, or any similar deployment platform. Oncedeployed, the unmanned underwater vehicle is propelled towards a target.Historically, unmanned underwater vehicles have been propelled by manydifferent power sources included liquid fuel (such as Otto Fuel)engines, electric motors and batteries, electric motors and fuel cells,chemically heated steam engines, compressed gas engines, and solidrocket motors.

Maximizing an effective range, while also maintaining a sprint speed(maximum high speed) capability, is one goal of unmanned underwatervehicle design, and is impacted by the type of power source utilized toachieve propulsion. The longer the unmanned underwater vehicle's range,the further the deployment platform can be from the target of theunmanned underwater vehicle, protecting the safety of the deploymentplatform. In addition to the range, a high sprint speed allows theunmanned underwater vehicle to overtake a moving target once the movingtarget has been alerted to the unmanned underwater vehicle's presence.As is appreciated in the art, most engine configurations trade offeffective range for a higher sprint speed, or sprint speed for a highereffective range.

SUMMARY OF THE INVENTION

In one exemplary embodiment a propulsion system for an unmannedunderwater vehicle includes a turbine engine, a generator mechanicallycoupled to an output shaft of the turbine engine, an electrical motormechanically decoupled from the turbine engine and electrically coupledto the generator via a power bus architecture, a propulsor mechanicallycoupled to a rotational output of the electrical motor, and wherein thepower bus architecture includes a pair of AC buses and a DC bus.

In another example of the above described propulsion system for anunmanned underwater vehicle the pair of AC buses includes a set of powercontactors configured to join the pair of AC buses.

In another example of any of the above described propulsion systems foran unmanned underwater vehicle the DC bus is connected to a first AC busin the pair of AC buses via a first rectifier/inverter on a generatorside of the power contactors.

In another example of any of the above described propulsion systems foran unmanned underwater vehicle the first rectifier/inverter is abi-directional rectifier/inverter.

In another example of any of the above described propulsion systems foran unmanned underwater vehicle the first rectifier/inverter is an activerectifier/inverter.

Another example of any of the above described propulsion systems for anunmanned underwater vehicle further includes a contactor disposedbetween the first rectifier/inverter and the first AC bus, the contactorbeing configured to electrically isolate the first rectifier/inverterfrom the first AC bus.

In another example of any of the above described propulsion systems foran unmanned underwater vehicle the DC bus is connected to a second ACbus in the pair of AC buses via a second rectifier/inverter on a motorside of the power contactors.

Another example of any of the above described propulsion systems for anunmanned underwater vehicle further includes a low power energy storagesystem electrically coupled to the DC bus.

In another example of any of the above described propulsion systems foran unmanned underwater vehicle the low power energy storage systemincludes at least one of a chemical battery, a lithium ion battery, anultracapacitor, and a fuel cell stack.

In another example of any of the above described propulsion systems foran unmanned underwater vehicle the motor is an induction motor.

In another example of any of the above described propulsion systems foran unmanned underwater vehicle the pair of AC buses are three phase ACbuses.

In another example of any of the above described propulsion systems foran unmanned underwater vehicle the propulsion system is disposed in atorpedo.

An exemplary method for driving an unmanned underwater vehiclepropulsion system includes providing power from an electrical energystorage system to a generator via a DC bus and a pair of AC buses in anengine start mode, providing power from the electrical energy storagesystem to a motor via the DC bus and the pair of AC buses in a rangemode, and providing power from the generator to the motor via the pairof AC buses in a sprint mode.

Another example of the above described exemplary method for driving anunmanned underwater vehicle propulsion system further includestransitioning from the engine start mode to the range mode by opening afirst rectifier/inverter connecting the DC bus to a first AC bus in thepair of AC buses, and closing a second rectifier/inverter connecting theDC bus to a second AC bus in the pair of AC buses.

Another example of any of the above described exemplary methods fordriving an unmanned underwater vehicle propulsion system furtherincludes a set of contactors configured to join the pair of AC buses,and wherein the first rectifier/inverter is connected to the first ACbus on a generator side of the contactors and the secondrectifier/inverter is connected to the second AC bus on a motor side ofthe contactors.

Another example of the above described exemplary method for driving anunmanned underwater vehicle propulsion system further includestransitioning from the range mode to the sprint mode by opening a secondrectifier/inverter and closing a set of contactors configured to jointhe pair of AC buses.

Another example of the above described exemplary method for driving anunmanned underwater vehicle propulsion system further includescontrolling a propulsor speed while in the sprint mode by adjusting avoltage output of the generator.

In one exemplary embodiment a torpedo includes at least one fuel storagetank, a turbine engine including a combustor and a turbine, thecombustor being fluidly connected to the at least one fuel storage tank,a generator mechanically coupled to an output shaft of the turbineengine, an electrical motor mechanically decoupled from the turbineengine and electrically coupled to the generator via a power busarchitecture, a propulsor mechanically coupled to a rotational output ofthe electrical motor, and wherein the power bus architecture includes apair of AC buses and a DC bus connected to the pair of AC buses via afirst and second rectifier/inverter.

Another example of the above described torpedo further includes acontroller configured to control at least one of the turbine engine, thegenerator, and the electrical motor.

Another example of any of the above described torpedoes further includesan electrical energy storage system connected to the DC bus, andconfigured to provide turbine start power in an engine start mode andpropulsor power in at least a range mode.

These and other features of the present invention can be best understoodfrom the following specification and drawings, the following of which isa brief description.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a high level schematic view of an exemplary unmannedunderwater vehicle including a propulsion system.

FIG. 2 schematically illustrates an exemplary gas powered turbine forutilization in the unmanned underwater vehicle of FIG. 1.

FIG. 3 illustrates a propulsion power vs. speed chart of an exemplaryunmanned underwater vehicle.

FIG. 4 schematically illustrates an exemplary series hybrid propulsionsystem in a start mode of operations.

FIG. 5 schematically illustrates an exemplary series hybrid propulsionsystem in a range mode of operations.

FIG. 6 schematically illustrates an exemplary series hybrid propulsionsystem in a sprint mode of operations.

DETAILED DESCRIPTION OF AN EMBODIMENT

FIG. 1 schematically illustrates a cross sectional view of an exemplaryunmanned underwater vehicle 100. A forward end 102 of the unmannedunderwater vehicle 100 includes a navigation system 110, a payload 120,such as a warhead, and control electronics 130. A mid-section of theunmanned underwater vehicle 100 includes fuel storage tank 150.Alternative example unmanned underwater vehicles utilizing multiple fueltypes can include two or more distinct fuel storage tanks, eachcorresponding to its own fuel type. A rear end 104 of the unmannedunderwater vehicle 100 includes a gas turbine engine 160 and a propulsor170.

With continued reference to FIG. 1, and with like numerals indicatinglike elements, FIG. 2 schematically illustrates an exemplary gas turbineengine 160, such as could be utilized in the unmanned underwater vehicle100 of FIG. 1. The gas turbine engine 160 includes a combustor 162connected to a partial admission axial turbine 164 via a supersonicnozzle 166. Rotational motion generated by the partial admission axialturbine 164 is output via an output shaft 168. In some examples, theoutput shaft 168 is directly connected to the propulsor 170 (illustratedin FIG. 1), and directly drives rotation of the propulsor 170. Inalternative configurations, the output shaft 168 is connected to thepropulsor 170 via a geared connection. In the alternative configuration,the geared connection allows a controller, such as the controlelectronics 130, to adjust the speed at which the propulsor 170 isrotated, thereby controlling the speed of the unmanned underwatervehicle 100. In yet further alternative examples, the output shaft 168can be connected to alternative systems, such as electrical generators,in addition to or instead of directly to the propulsor 170.

Once launched, the turbine engine 160 converts chemical energy from thefuel in the fuel storage tank 150 into mechanical energy by combustingthe fuel in a combustor 162 to produce high temperature gas, referred toas a combustion product. The combustion product is expelled through thesupersonic nozzle 166 into the partial admission axial turbine 164. Theturbine 164 converts the high speed, high temperature, gas into arotational power which drives rotation of the output shaft 168. Theoutput shaft 168 is connected to the propulsor 170. In the alternativeexamples utilizing two fuel types, fuel in the first fuel storage tank150 and an oxidizer in a second tank are mixed in the combustor 162 andcombusted. The control electronics 130 control the operations of theturbine engine 160, as well as any directional controls, or otherelectronic systems onboard the unmanned underwater vehicle 100. Further,alternative examples utilizing alternative turbine configurations fromthe described and illustrated partial admission axial turbine 164 can beutilized

FIG. 3 illustrates an exemplary propulsion power vs. speed curve 300 ofthe exemplary unmanned underwater vehicle 100. As can be seen, the curve300 is non-linear, and the amount of propulsion power (axis 310)required to increase the speed of the unmanned underwater vehicle (axis320) by a given amount increases exponentially as the current speed ofthe unmanned underwater vehicle 100 increases. The specific curve 300illustrated in FIG. 3 is purely exemplary in nature and does not includeactual unmanned underwater vehicle propulsion power or speed values.During operation the propulsion power of an unmanned underwater vehicleis related to the unmanned underwater vehicle's forward speed. In orderfor an unmanned underwater vehicle to operate properly at a very highsprint speed (i.e. with a high maximum velocity), the gas turbine engine160 has to be capable of providing a very large power level. In order toachieve the exponentially higher power output required for an unmannedunderwater vehicle at sprint speed exponentially more fuel must beexpended.

Due to the specific power requirements of the unmanned underwatervehicle 100, operation of the unmanned underwater vehicle 100 at slowerspeeds can increase the range of the unmanned underwater vehicle 100, byrequiring less of the fuel to be expended to cover the same distance.Certain combustion engines powered by liquid fuels, such as Otto Fuel,are very efficient at their maximum power design point, allowing forhigh speed operation, however their efficiency degrades at lower powerlevels resulting in less fuel saved by operating at low speed than ifthe combustion engine could maintain a high efficiency while operatingat low power. This phenomenon yields a reduction in underwater vehiclerange.

In some examples, such as a series hybrid propulsion architecture, it isdesirable to mechanically decouple the propulsor 170 from the turbineengine 160. With continued reference to FIG. 1, FIG. 4 schematicallyillustrates an exemplary series hybrid propulsion system 400 including adirect current (DC) bus 410 and a pair of alternating current (AC) buses420A, 420B in an engine start mode. Similarly, FIG. 5 schematicallyillustrates the exemplary series hybrid propulsion system 400 in a rangemode of operations, and FIG. 6 schematically illustrates the exemplaryseries hybrid propulsion system 400 in a sprint mode of operations. Aturbine engine 430, such as the turbine engine 160 of FIG. 1, includes amechanical output 432 connected to an electrical generator 440. Theelectrical generator 440 is, in some examples, a voltage controlledpermanent magnet generator. In alternative examples, the electricalgenerator 440 can be any type of voltage controlled generator.

The electrical generator 440 outputs poly phase AC power to the first ACbus 420A. Connected to the second AC bus 420B is a motor 450, such as aninduction motor. The motor 450 receives poly phase power from the pairof AC buses 420A, 420B and drives rotation of a propulsor 460 that ismechanically connected to the motor 450. A set of power contactors 422are disposed between, and connect, the AC buses 420A, 420B. While thepower contactors 422 are in an open state, the AC buses 420A and 420Bare disconnected, and are incapable of transmitting power directly fromthe voltage controlled generator 440 to the induction motor 450. Whilethe power contactors 422 are in a closed state, the pair of AC buses420A, 420B are joined to form a single AC bus 420 and pass powerdirectly from the generator 440 to the motor 450. In the examplepropulsion system 400, three phase power is utilized. In alternativesystems, any number of balanced phases can be utilized to similareffect.

Also present in the series hybrid propulsion system 400 is a DC bus 410.The DC bus 410 is connected to the first AC bus 420A via a firstbi-directional inverter/rectifier 412 and a to the second AC bus 420Bvia a second bi-directional inverter/rectifier 414. A low power energystorage system 416, such as a chemical battery, lithium ion battery,ultracapacitor, fuel cell stack, and the like, is connected to the DCbus 410 and can provide DC power to the DC bus 410, or the low powerenergy storage system 416 can store excess power from the DC bus.

During the engine start mode, the power contactors 422 are open,resulting in a disconnect between the pair of AC buses 420A, 420B. Thefirst bi-directional rectifier/inverter 412 connecting the DC bus 410 tothe first AC bus 420A is enabled, and an electrical flow 470 originatesfrom the low power energy storage system 416. The DC power from the DCbus 410 is converted into AC power by the bi-directionalrectifier/inverter 412 and provided to the first AC bus 420A on aturbine side of the power contactors 422. The AC power is then providedfrom the first AC bus 420A to the generator 440. By providing ACelectrical power to the generator 440, the generator 440 is operated ina motor mode, and drives initial rotation of the turbine engine 430.Once fully operating, the turbine engine 430 is self-sustaining, and thegenerator 440 ceases operations in the motor mode.

During the range mode of operations, the unmanned underwater vehicle 100is operated at a low speed, and the energy required to drive thepropulsor 460 is low enough that the propulsor 460 can be driven off ofthe low power energy storage system 416. To switch to range mode, thefirst bi-directional rectifier/inverter 412 is switched off, and thesecond bi-directional rectifier/inverter 414 is switched on and thepower contactors 422 are maintained open. In alternative examples, wherethe unmanned underwater vehicle begins in ranged mode, the firstbi-directional rectifier/inverter 412 begins in an off position. In thisconfiguration, the DC bus 410 is connected to a propulsor side of thepower contactors 422, and power flows from the low power energy storagesystem 416 to the DC bus 410. Power from the DC bus 410 is converted toAC at the second bi-directional rectifier/inverter 414 and provided tothe second AC bus 420B. The second AC bus 420B provides the power to thepropulsion motor 450, which converts the electrical power to arotational motion that is used to drive the propulsor 460.

In one example, the maximum power that can be delivered by the low powerenergy storage system 416 through the DC bus 410 is approximately 20 kW.As the amount of power required to drive the propulsor 460 is dependenton the speed required by the unmanned underwater vehicle 100 (asillustrated in FIG. 3), when transitioning to a sprint modesubstantially more power is required than can be stored in the low powerenergy storage system 416, or delivered by the DC bus 410. To transitionto the sprint mode of operations, the controller starts the turbineengine, as described above, then closes the power contactors 422 causingthe AC buses 420A, 420B to be joined. Joining the AC buses 420A, 420B,in turn directly connects the electrical generator 440 to the motor 450along the electrical flow 470 illustrated in FIG. 6.

Once the generator 440 is directly connected to the motor 450, via thejoined AC buses 420A, 420B, the speed of the motor 450 and thepropulsion power of the propulsor 460 are controlled by controlling theamplitude of the voltage on the joined AC buses 420A, 420B. In thismode, when the speed of the unmanned underwater vehicle 100 is requiredto be increased, the controller causes the generator 440 to increase itsoutput voltage. As the generator 440 increases the output voltage, theAC current flowing through the windings of the motor 450 is increased.The current flowing through the windings of the motor 450 causes arotating magnetic field to be produced within the motor 450. Therotating magnetic field, in turn, drives rotation of the motor 450. Assuch, increasing the output voltage of the generator 440 increases thespeed at which the unmanned underwater vehicle 100 is driven.

When the output voltage (for a given ac bus frequency) of the generator440 is increased, the torque of the propulsion motor 450 will increase,driving the propulsor 460 to a higher speed. As this happens, the slipratio (the ratio between the AC bus frequency, and the motor rotorrotational electrical frequency) of the motor 450 reduces. The reductionin slip ratio negates some of the effect of increasing the voltage. Tocompensate, the motor 450 increases in speed, but not directlyproportional to the increase in voltage. The system controller thenfurther increases the output voltage of the generator 440 automaticallyuntil the desired motor rotational speed is achieved. The inductionmotor 450 output torque is proportional to both the slip ratio and theac bus voltage. The induction motor 450 output speed is proportional tothe motor output torque minus the required torque of the propulsor 460,which is a function of the speed of the propulsor 460.

Some unmanned underwater vehicles, such as the live torpedo unmannedunderwater vehicle 100 illustrated in FIG. 1, do not require rechargingthe low power energy storage system 416. In such examples, therectifier/inverters 412, 414 can be maintained in connection with thepair of AC buses 420A, 420B during the sprint mode of operations. Due tothe substantially higher powerflow across the pair of AC buses 420A,420B during the sprint mode, exposure to the excessive power can causethe rectifier/inverters 412, 414 to burn out, or be destroyed. In suchan example, the DC bus 410 is permanently disconnected from the pair ofAC buses 420A, 420B.

In alternative examples, such as an exploratory drone, or a practicetorpedo, destruction of the rectifier/inverters 412, 414 is undesirable.In such examples, when the rectifiers/inverters 412, 414 are activerectifier/inverters (e.g. are actively controlled switches), all theswitches can be commanded to open as the propulsion system 400 entersthe sprint mode. In alternative examples, where the rectifier/inverters412, 414 are passive rectifier/inverters, additional switchingcomponents can be included between the rectifier/inverters 412, 414 andthe pair of AC buses 420A, 420B and can disconnected therectifier/inverters 412, 414 from the pair of AC buses 420A, 420B upontransition to the sprint mode.

In yet further examples, the low power energy storage system 416 can bea rechargeable energy storage system, such as a rechargeable battery, anultracapacitor, or any other rechargeable energy storage system.

While described above within the context of a torpedo 100, it should beunderstood that the propulsion system 400 can be included within anytype of unmanned underwater vehicle, and is not limited to torpedoapplications. It is further understood that any of the above describedconcepts can be used alone or in combination with any or all of theother above described concepts. Although an embodiment of this inventionhas been disclosed, a worker of ordinary skill in this art wouldrecognize that certain modifications would come within the scope of thisinvention. For that reason, the following claims should be studied todetermine the true scope and content of this invention.

The invention claimed is:
 1. A propulsion system for an unmannedunderwater vehicle comprising: a turbine engine; a generatormechanically coupled to an output shaft of the turbine engine; anelectrical motor mechanically decoupled from the turbine engine andelectrically coupled to the generator via a power bus architecture; apropulsor mechanically coupled to a rotational output of the electricalmotor; wherein the power bus architecture includes a pair of AC busesand a DC bus, the pair of AC buses including a set of power contactorsconfigured to join the pair of AC buses; and wherein the pair of ACbuses and the DC bus define a first power flowpath traversing each ACbus in the pair of AC buses and the DC bus, and wherein the pair of ACbuses defines a second power flowpath connecting the generator to themotor without traversing the DC bus.
 2. The propulsion system of claim1, further comprising a controller configured to cause the propulsionsystem to provide power from an electrical energy storage system to agenerator via the first power flowpath in an engine start mode, providepower from the electrical energy storage system to a motor via the firstpower flowpath in a range mode, and provide power from the generator tothe motor via the second power flowpath in a sprint mode.
 3. Thepropulsion system of claim 1, wherein the DC bus is connected to a firstAC bus in the pair of AC buses via a first rectifier/inverter on agenerator side of the power contactors.
 4. The propulsion system ofclaim 3, wherein the first rectifier/inverter is a bi-directionalrectifier/inverter.
 5. The propulsion system of claim 3, wherein thefirst rectifier/inverter is an active rectifier/inverter.
 6. Thepropulsion system of claim 3, further comprising a contactor disposedbetween said first rectifier/inverter and said first AC bus, thecontactor being configured to electrically isolate the firstrectifier/inverter from the first AC bus.
 7. The propulsion system ofclaim 2, wherein the DC bus is connected to a second AC bus in the pairof AC buses via a second rectifier/inverter on a motor side of the powercontactors.
 8. The propulsion system of claim 2, further comprising alow power energy storage system electrically coupled to the DC bus. 9.The propulsion system of claim 8, wherein the low power energy storagesystem includes at least one of a chemical battery, a lithium ionbattery, an ultracapacitor, and a fuel cell stack.
 10. The propulsionsystem of claim 1, wherein the motor is an induction motor.
 11. Thepropulsion system of claim 1, wherein the pair of AC buses are threephase AC buses.
 12. The propulsion system of claim 1, wherein thepropulsion system is disposed in a torpedo.
 13. A torpedo comprising: atleast one fuel storage tank; a turbine engine including a combustor anda turbine, the combustor being fluidly connected to the at least onefuel storage tank; a generator mechanically coupled to an output shaftof the turbine engine; an electrical motor mechanically decoupled fromthe turbine engine and electrically coupled to the generator via a powerbus architecture; a propulsor mechanically coupled to a rotationaloutput of the electrical motor; wherein the power bus architectureincludes a pair of AC buses, a set of power contactors joining the pairof AC buses, and a DC bus connected to the pair of AC buses via a firstand second rectifier/inverter; and wherein the pair of AC buses and theDC bus define a first power flowpath traversing each AC bus in the pairof AC buses and the DC bus, and wherein the pair of AC buses defines asecond power flowpath connecting the generator to the motor withouttraversing the DC bus.
 14. The torpedo of claim 13, further comprising acontroller configured to control at least one of the turbine engine, thegenerator, and the electrical motor.
 15. The torpedo of claim 14,wherein the controller is configured to cause power to be provided viathe first power flowpath in at least a first mode of operation andwherein the controller is configured to cause power to be provided viathe second power flowpath in at least a second mode of operation. 16.The torpedo of claim 13, further comprising an electrical energy storagesystem connected to said DC bus, and configured to provide turbine startpower in an engine start mode and propulsor power in at least a rangemode.